Railroad structure.



N. E. SALSICH.

RAILROAD STRUCTURE.

APPLICATION FILED SEPT.23,1911.

Patented Feb. 6, 1912.

2 SHEETS-SHEET 1.

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N. E. SALSI CH.

RAILRDAD STRUCTURE. v APPLICATION FILED SEPT. 23 1911'. 1,016,525. Patented Feb. 6, 1912.

V WITNESSES:

QJMQUA AX). @fl b L lu V UNITED STATES PATENT OFFICE.

NEiL E. snnszcn, or nsnmssusc, PENNSYLVANIA.

RAILROAD STRUCTURE.

Application filed September 23, 1911.

To all whom itmay concern:

Be itknown that I, NEIL E. SALSICII, a citizen of the United States. residing at Harrisburg, in the county of Dauphin and State of Pennsylvania, have invented certain new and useful Improvements in Railroad Structures, ofvvhich the following is a specification.

This invention relates to railroad structures in which guard rails areem aloyed ad- 'acent main rails on the inner si es thereof in various locations, such as opposite frog oints, for the purpose of engaging wheel flanges and thereby guiding the wheels over the main rails, frog points and the like and preventing derailment. \Vhen car wheel flanges engage and are guided by a uard rail, great lateral pressure is brougit to bear against the uiper portion or head of the nerd rail, w ich pressure, in time, tilts t e guard rail inwardly from its proper guidin position relatively to the main rail. i an' attempts have en made to overcomethls difiiculty by providing a ard rail with an integral base extending enea'th and engaging the bottom of the main rail, so that the weight supported by the car wheels engaging the guard rail would hear down 11 3011 the main rail and perforce the base of t e guard 'rail and prevent the objectionable tiltin Heretlofore such structures have been 0 jectionable for the reason that they have been too weak to withstand the great strain to which they were subjected or for the reason that their cost has been too great, owing to the large amount of metal required to construct them.

The object of my invention is to overcome these two objections and to rovide a guard rail of novel construction, .liaving an integgal base extending beneath and enga ing t a'rd rail being constructed and arranged with relation to the ,main rail. to give the uired strength arld durability so that o y e minimum amount of metal for such purposemsy, be required.

A further object of my invention is to provide such guard rails with an integral foot guard adjustable Within the space between the head and base of the main rail when the guard rail is adjusted'- toward or from the object of my invention is to provide a, novel, simple and etfi- Speciflcatton of Letters Patent.

e bottom of the main. rail, the parts 0 the Patented Feb. 6,1912. Serial No. 650,923.

cient means for securing the main rail and guard rail to the underlying cross ties in difi'erent positions relatively to each other, as will be hereinafter fully described and particularly claimed.

In the accompanying drawings, illustrating my invention: Figure 1 is a plan view of a portion of a railroad structure, embodying my invention. Fi 2 is a longitudinal section, on line 22 0 Fig. 1, showing the guard rail i elevatibn and omitting the main rail in t e distance. Fi 3 is a transverse section, on line 3-3 of %ig. 1. Fig. 4 is a transverse section, on line 4-4 'of Fig.1. Fig. 5 is a transverse section, on line 5-5 of Fig. 1. Fi 6 is a longitudinal sectio'n,"on

line 6-6 0 Fig. 1.. Fig. 7 is an enlarged plan view of the adjustable means for securing the base of the main rail and the underlying base of the guard rail to a cross tie. Fig. 8 is a bot-tomYview' of the rail-securing member. i

1O designates the main rail, 11 the guard rail and 12 the cross-ties underlying and extending transversely to the rails 10 tmd 11 in spaced relation to each other, as is usualin railroad construction. The main rail 10 is of usual well known construction, comprising a head 13, a vertical web 14 and a base 15. The guard rail 11 extends ada cent the inner side of the main rail 10 an is preferably formed of cast steel as' follows: 16 designates the upper ortion or head of the guard rail 11, the mad lt fbeing arranged adjacent the head 13 of the main rail 10 to provide a flangeway between the rail heads 13 and 16 through which car wheel flanges pass, as the carwheels pass over the main rail 10. The end ortionsof the guard rail head 16 are flare inwardly from the main rail 10 to insure the entrance of car wheel flanges between the heeds'of themain and guard rails as the car wheels'pass over the main rail.

The guard rail 11 is provided with end 10 base portions 17 and base portions 18 and 19 arran ed in spaced relation to eachother intermediate theend base portions' These base portions 17, 18 and 19 rest upon the underlying cross-ties and rail 11 thereon. One base portion 18 and one base portion 19 is provided upon each cross-tie 12 between the cross-tieisupporting the end base ortions 17, the base ortion 18 of each tie eing in the same support the guard 166 that the bottom face of the 21 and and the spaces between t of the ties,

plane and in alinement with the base portion 19 thereof.

The head 16 of. the guard rail is connected to the difl'erent base portions thereof by supports 20 which extend direct to that portion of the head 16 above the base portions and which also extend upwardly toward each other to the head 16 over the spaces between the pairs of base ortions 18 and 19 e base portions 17 portions 18 and 19, so guard rail will have portions which converge upwardly from the cross ties and provide arches 21 which support the guard rail head 16 above the spaces between the cross ties 12. The supports 20 which connect the:1 guard rail with the base portions 17, 18 an and adjacent base tions 22 extending from the spaces between the base rtions 18 and 19 into the arches ecreasing in size as the extend from the base portions until the ho low portions 22 disappear before reaching positions centrally above the. spaces between the cross-ties 12. The guard rail is thus provided with alternating hollow and solid portions, the bottoms ofthe centers of the hollow portions being in the plane of the tops and the bottoms of the solid portions being above the lane of 'the tops of the ties. The centers of the hollow portions 22 are provided with transverse, verticallyarranged strengthening ribs 23, as shown.

The ard rail 11 is provided with vertical end walls2 which extend from the outer ends of the su ports 20 toward the main rail 10 and into t e space between the head 13 and base 15 of the main rail; and thetops of the end walls 24 and the adjacent sup-' p0rts'20 are connected by footards 25 which extend from the bottoms o the flar ing end portions of-the guardrail head 16 to the main rail 10 and into the space he tween the head 13 and base 15 thereof. The foot-guards 25 also extend towardieach other from the end walls 24 a sufiicient distance to prevent the foot of a person from being caught between the main rail 10 and flaring ends pf the guard rail 11.

The base tend beneat the base 15 of the main rail 10, the base (portions 19 supporting the main rail 10 an being in turn supported by the underlying cross-ties 12.

The bottoms of the end, base portions are in the same plane with the bottom of the base 15 of the main rail10 and with the tops of the base portions 19, so that the crosbties 12 which support the end base portions 17 may also support the main rail 10 directly thereon, there being no part of the guard rail 11 extending beneath the. main rail 10 over the cross-ties 12 supporting the end base portions 17.

Theparts of the guard rail 11 thus far described are formed integral with each other, preferabl in a steel casting, and the parts are so re ated to each other that when the rails 10 and 11 are arranged in the relation shown in the drawings, the desired flangewa will be provided between the rails 10 an 11 and that the guard rail 11 may be adjusted toward the main rail 10 to compensate for wear. The foot guards 25 always extend beneath the head 13 of the main rail the head 16 of 19 thereof are made. hollow, as at 22, in' the regions of the spaces between each pair of base portions 18 and 19, the hollow por ortions 19 of the guardrail exand beyond the outer edge of p 10 in the difier'ent positions of adjustment. of the uard rail 11.

I sha .1 now describe the means of securin the rails 10 and 11 in proper relation to eac other to the cross-ties 12. i

The base portions 19 of the guard rail. 11 are each provided with an opening 27 therein-outwardly of the main rail 10, the open ings 27 providing a wall 28 facing the outer edge of the base of the main rail 10. With- Tn each'opening 27 is an adjustable member 29 having'a spike hole 30 therein through which a spike 31 1S driven into the underlyin cross tie to secure the member 29 thereto. ach member 29 is provided with four straight faces 32 arrange at equal distances from the s ike hole 30; and each member 29' is provide with four straight faces 33 opposite the faces 32 and arranged at differentdistances from the spike hole 30, as shown, the faces 32 being adapted to engage the outer edge of the ase of the main rail and the faces 33 being adapted to engage the wall 28 when the member 29 is adjusted around the spike 31, as will be hereinafter explained. As each member 29 is adjusted around the spike 31 and the different. faces 32 engaged with the edge of the base of the main rail, the difl'er'ent faces 33 are brought into parallel relation to the wall 28 causing the faces 32 to maintain the main rail the. same distance from the spike 31 in different positions of the member 29 and permitting 'the wall 28 to be moved toward 'and from the main rail 10, due to the diflerent distances of the faces 33 from the spike 31, thereby permitting the guard rail 11 to be adjusted toward and from the main rail by the adjustment of the members 29.

When the members 29 are secured in 'place by the spikes 31 and en aged with the walls 28 andt e outer edge 0 the base of the'main rail 10, the members serveto' prevent the thrust of car wheel flanges against the'guard rail 11 from shifting the guard rail inwardl relatively tot e'main rail. 1;

, Eac member 29 isprov'ided with pafts 34 and 35 extending over the base rtion 19 and the base of themain rail 10 to old them down uponthe underl 'ng cross-tie 'The base portions 1 and 18- are provided with suitable openings to receive spikes 50 which maybe driveii into the cross has to secure the inner side of the guard rail 11 spike orspikes3? which thereto; and the base portions 19 are provided with slots 36 adjacent the inner edge of the base of the main raii 10 to receive spikes 51 to secure the niain rail 10 and guard rail 11 rage rfand to the cross ties 1n different positions of adjustment of the guard rail retainer 7 to the main rail and to hold the inner side of the main rail 10 down upon the base portions 19.

Then the car-wheel-engaging face of the guard rail becomes worn, it is necessary to adjust the uard r'aii toward'the main rail; and this a' justment'is provided for in the members 29 and slots 3t}.

When it is desired to adjust the guard rail 11 towardtha inain rail 10, the spikes 31, 37 and, 51 are'r' rid. the members 29 are raised froth A inent with the base portions 19., andthe" ase of the'inain rail 10; whereupon'the guard rail 11 may be moved toward the main rail, the "base portions 19 slidin under the main rail and over the cross has. The member-s29 are then turned about thespikes 31 to bring the I roper faces 33 of themembers 29 into para lel relation to the walls 28 for the des redadjustment of the guardrail ll. embers 29 are then lowered into 'the V gs;27 and the walls 28am 'gedjv ht e members 29 and the f members 29 are engaged with the base of the main rail I!) whereupon the spikes 31 areagain driven mto the cross ties to secure the members 29 in place.

Each base rtion 19 is substantially the full width 0 the u'n derlyi'n cross tie beneath the inner portion of t 'e base of the main rail 10, andach base portion 19 is made narrower tie where it projects from beneath thetiuter portion of the baseof thej ,main raihiproviding a s ace or s aceslaterally oft}: 'Ij' acting en of the ase portionlti for rzception of a I dr ven into the cross tie andengaged with h emiter ed e of the baseff the main rail to hold it in p ace.

I clai 1. .In it railroad" ifiicturezspaoed cross. rail extending ad-- having alternating ties; a main rail {is rail extending ad- 'acent the main rail andhaving integral ase portions resting upon' the ties and extending beneath the main rail 'the lowermost bottom face of the guard rail being in the plane of and resting on the tops of the-ties and risin from said lane above the spaces between t e ties and ormin arches extending longitudinal of the rai and means for securing said rai s to said ties.

3. In a ra'itroad structure, spaced cross ties; 'a main fail; a guard rail extendingadjacent the main rail and having alternating hollow and solid portions and having ribs extending transversely across the hollow having their bottom "faces substantially in ego the plane of the bottom of' the'inainrailand the top of the first named basepo'r'tion and means for securin "saidr'ails tosaid'ties.

5. In a railroa structure, spaced cross ties; a main rail; a guardrail extending ad- 5 acent the main rail and having an integral ase portion intermediate of its ends resting on a tie and extending beneath andsupporting the main rail, said guard rail having integral end "base portions resting on 'ties-n and having their bottomfaces substantially in the plane of the bottom of the main rail and the top of the firstnamedbase portion, said guardrail having integral'partsittehd-- ing over the base of 'the'main rail'abovethe;

tiessupfportingsaid end base portionseantl means orstcuri'n said mils'to said' -ties.

6. In ai'ailioa 'trubture,*spaded?cross ties; a inii'iiz' rail; a guardraitirtending adacnt the main rail and having'an integral ase portion interi'n iate of its 'endsresting on a tie and extending beneath and supporting the niain' rail; said guardrail having integral end base portions'resting on' ties and having their bottom faces substantially in i the-plane of the I L "bottom ofthetnai'n iail'and the top ofthe firstfnalned haseportion; said guard having 'integralend walis extendmgjover the base of theniain rail ibovethe ties sappe'i-n g said end base portions-, seid 12o tending toward each ot erandbeneath the head of th'emainraiYfrbm-"the upper portions of said 'end'walls arid-means fol-securingfsaid rails to said ties.

7. In a railroad striictnrefspaced cross ties; aima i fmil a. guard rail ex'tendingadscent the main rail and having anintegral ase portion restingon a tie-"and extendin beneath and supporting the main rail; mi

guard rail having an integral foot guard extendin into the space between the head and base 0 the main rail and adjustable therein when said rails are adjusted toward and from each other; and means for securing said railsto said ties in difierent positions of adjustment.

8. In arailroad structure, across tie; aniain rail; a guard rail adjacent the main rail; a k base connected to the guard rail and resting j upon the cross tie and extending beneath and sup orting the. main rail, said base extend ing eyond the outer side of the base of the main rail and having an opening therein providing a wall facing the outer edge of the base of the main rail; an adjustable member between said wall and the base of the main rail, said member having aspike hole therein and faces arran ed at diiferent distances from said spike ho e and adapted to enga e said wall and the base of the main rail an prevent separation of said rails in diflerent positions main rail and of adjustment of said member; and a spike driven throu b said spike hole and into said cross tie an securing said member to the cross tie.

9. In a railroad strucure, a cross tie; a main rail; a guardrail adjacent the main rail; a base connected to the guard rail and resting upon the cross tie and extending beneath and supporting the main rail, said base extendin beyond the outer side of the ing narrower than said cross tie where said base emerges from beneath the main rail; means for securing said base to said cross tie; and a spike driven into the cross tie laterally of said base and engaging the main rail.

In testimony whereof I aflix my signature in presence of two witnesses.

NEIL E. SALSICHL \Vitnesses:

\VM. Hamuson SMITH, A. V. GROUPE. 

